Automatic retaining-valve.



No. 879,783. PATENTED FEB. 1a, 1908.

'- 0. MARTIN & M. BEASLEY'.

AUTOMATIC RETAINING VALVE.

APPLICATION FILED AUG. 10. 1906. v

3 SHEETS-SHEET 1.

Bra/[e Cylinder.

Engineer? We.

IN-VENTOHS I PATENTED FEB. 18, 1908.

G. MARTIN & M. BEASLEY.

AUTOMATIC RETAINING VALVE.

APPLICATION FILED AUG. 10. 1906.

3 SHEETS-SHEE1 2.

' WITNESSES ATTORNEYS PATENTED FEB. 1a, 1908. 0. MARTIN & M. BEASLBY.

AUTOMATIC RETAINING VALVE.

APPLICATION FILED AUG. 10. 1906.

3 SHEETSBHBET 3.

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CALVIN MARTIN AND MIKE BEASLEY, OF DICKSON, TENNESSEE.

AUTOMATIC RETAINING-VALVE.

Specification of Letters Patent.

Patented Feb. 18, 1908.

Application filed A t 10. 1906- Serial No. 330.003-

' MIKE BEASLEY, both citizens of the United States, and residents of Dickson, in the county of Dickson and State of Tennessee, have invented a new and Improved 'Automatic Retaining-Valve, of which the following is a full, clear, and exact descri tion.

The invention relates to flui pressure brakes of the Westinghouse and like types, and its object is to provide a new and improved automatic retaining valve, arranged to retain the pressure in the brake cylinder while recharging the auxiliaryreservoir, thus preventing the acceleration of the train, especially when running down a steep grade.

The invention consists of novel features and parts and combinations of the same, which will be more fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a side elevation of the improvement as applied; Fig. 2' is a cross section of the im rovement on the line 2-2 of Fig. 3; Fig. 3 1s a longitudinal central section on the line 33 of Fig. 2, and Figs. 4, 5 and 6 are like views of the same, and showing the parts in a different position."

The casing A of the automatic retaining valve is connected by a pipe B with a branch pipe C of the train pipe C, and which branch pipe C is connected with the triple valve D of the usual construction. A ipe E connects the casing A with the trip e valve-exhaust, to allow the air to escape from the brake cylinder F on the release of the brakes by way of the retaining valve, as hereinafter more fully described, and the 'pi e G connects the auxiliary reservoir H w1t the auto,- matic retaining valve. The train pipe C is connected with the usual engineers valve I connected with the main reservoir J, as plainly indicated in Fig. 1.

The casing A is provided with a cylinder A, into the outer or left hand end of which opens the pipe B, and in the said cylinder A reciprocates a piston K. The other end of the cylinder A opens into a valve chamber A provided in its bottom with a valve seat A for a slide valve L to travel on, and which slide valve has its under side provided with a cavity L for connecting the pipe E with the exhaust port E formed in the casing A and leading to the atmosphere. A spring L presses the slide valve L to hold it to its seat A Into the valve chamber A opens the pipe G so that the pressure of the auxiliary reservoir H is exerted against the outer or right hand face of the said piston K, and when the pressures on the opposite faces of the piston K are equal then the piston'K is in its normal midway position.

The piston K is provided with a stem K extending through the valve chamber A and provided with spaced collars K and K adapted to engage the opposite ends of the slide valve L, to shift the latter on its seat A, as hereinafter more fully described. The valve stem K also extends into a spring chamber A formed on the casing A and containin a spring N coiled on the said valve "stem and abutting with its outer end on the screw plug 0 screwing in the outer end of the chamber A*, for regulatin the tension of the spring N, the inner end 0 which rests against seat A ber A, between the latter and the chamber A This washer P is adapted to be engaged by the collar K to place the spring N under tension when releasing the brakes, as hereinafter more fully described and illustrated in Fig. 6. end of the casing A. The spring N is preferably set to resist about ten pounds while recharging after the brakes have been set.

The operation is as follows: When the brakes are released the several parts of the automatic retaining valve are in the position illustrated in Fig. 3, that is, the piston K is in a midway position in the cylinder A and the slide valve L connects the triple valve exhaust pipe E with the atmosphere by way of the cavity L and the port E. The collar K is now in engagement with the right hand end of the slide valve L, but the tension device, consisting of the spring N and washer P is inactive as the washer P rests on the seat or shoulder A Now, presuming that the fluid pressure brake is charged up to standard or 70 pound train pipe pressure a washer P normally seated on a" formed on the inner end of thecham- A cap A closes the outer and the main reservoir J is charged to. 100 p pounds, then the piston K is subjected to 70 pounds pressure on both faces; Now, when the en ineer reduces the pressure in the train pipeC with a view to set the brakes then the pressure against the left hand face of the piston K is correspondingly reduced, and the preponderance of pressure against the right hand face of the piston now shifts the latter from the right to the left to the position shown in Fig. 4. The piston K in movin into this osition shifts the slide valve valve along until the latter is moved into a closed position, that is, the pipe E and the exhaust port E are disconnected. The

' brakes are now applied and if the engineer wishes to recharge the train pipe 0 and the auxiliary reservoir H he places the valve I into running position, thus allowing the air to pass from the main reservoir J through the'feed valve of the engineers valve I into the train pipe C. Now when this takes place a preponderance of pressure passes into the cylinder A at the left hand side thereof, so that the piston K is shifted back to central or normal position, as shown in Fig. 5, but in doing so the stem K does not afiect the position of the closed slide valve L and the latter remains in a closed position, it being understoodthat the collar'K now abuts against the washer P under pressure of the sprin N Now, when the engineer releases the rakes and the engineers valve I is moved intofull release position, thus allowing 30 pounds extra pressure tov pass into the train pipe C and conse uently into the left hand side ofthe cylin er A, then the iston K is forced to an extreme ri ht han position as shown in Fig. 6, where y the spring N is compressed, and the slide valve L is shifted back into an open position by the action of the collar K against the left hand end of the slide valve L; thus, the

triple valve exhaust pipe E is again con-- nected with the atmosphere, to allow ready escape ofthe air from the brake cylinder F with a view to release .the brakes. Now the pressure in the train pipe C and the auxi iary reservoir H gradually equalizes, and when this takes place like pressure is had on both faces of the piston K so that the spring N returns the piston K to a normal midway position without, however, shifting the slide valve L, and consequently the same remains in an open pos1t1on, as

indicated in Fig. 3.

In a like manner the piston From the foregoing'it will be seen that the slide valve L, normally open, is closed on setting the brakes, is unafiected on recharging the auxiliary reservoir H, and is moved to open position on releasin normally in a midway position, is shifted to the extreme left on setting the brakes, is shifted back-to normal position on recharging the auxiliary as-the co lar K carries the slide brakes release promptly.

. lars K and K arranged 'pra'cking rin to prevent leakage o claim as new the brakes.

reservoir, and is shifted to the extreme right and compressing the spring N on releasing the breaks. It will also be noticed that the automatic retaining valve has nothing to do with the applying of the brakes and the engineer can apply the brakes on descending ong grades and put the engineers valve in running position and recharge the train without releasing the brakes or setting the brakes harder. Thus by the use of this device a train of cars can be run down a steep grade I in perfect safety.

A three-way valve E is preferably arranged in the pipe E to allow of cutting out the automatic retaining valve whenever it is desired to do so, it being understood that the exhaust fromthe triple valve then passes to the atmos here by way of the said valve E It will e noticed that the automatic retaining valve does not allow the brakes to release until the engineers valve has been moved to full release position and then-the By having t e 00 relative to theslide valve L, as shown and described, the piston K is capable of moving about five-eighths of an inch either way with out shiftin the slide valve L, whereby a proper working valve is insured.

The piston K is provided with a eripheral re'ssure om one si e of the piston or the ot er'side, and thus allow the automatic retaining valve to work in full'harmony with the triple valve.

The automatic retaining valve shown and described is very simple and durable in construction and capable of ready attachment to the fluid pressure brakes as-now constructed. Having thus described our invention, we V and desire to secure by Letters Patent: A

of the automatic retaining l. An automatic retaining valve for fiuid pressure brakes, comprisinga casing having connection with the train .pipe, triple valve exhaust and auxiliary'reservoir, a valve in the casing and normally opening in triple valve exhaust to the atmosphere, and a piston in the casing and operating to move the valve into closed osition on setting the brakes, said' piston eing controlled by the pressure 'from the train pipe and the auxiliary reservoir and capable of moving without shifting the valve.

2. An automatic retaining valve for pressure brakes, comprising a casing having connection with the train pipe, triple valve exhaust and the auxiliary reservoir, a valve in the casing and normally opening the triple valve exhaust to .the atmosphere, and a piston in the casing and operating to move the valve into closed position on setting the brakes and into 0 en position on releasing the brakes, said piston being controlled by the pressure from the train pipe and auxiliary reservoir and capable of moving without shifting the valve.

3. An automatic retaining valve for fluid pressure brakes, comprising a casing having connection with the train pipe, triple valve exhaust and the auxiliary reservoir, a valve in the casing and normally opening the triple valve exhaust to the atmosphere, a piston in the casing and connected with the valve to operate the same and to have movement independent of said valve, said piston being controlled by the pressure from the train pipe and the auxiliary reservoir and operating' to move the valve into closed position on setting the brakes and into open position on releasing the brakes, and a tension device for returning the piston to normal position on egualizing of the pressure on opposite sides 0 the piston when releasing the brakes.

4. An automatic retaining valvefor fluid pressure brakes, comprising a casing having connection. with the train pipe, triple valve exhaust and auxiliary reservoir, a valve in the casing and normally opening the triple valve exhaust to the atmosphere, a piston in the casing and connected with the valve to -operate the same and to have movement independent of the valve, said piston being controlled by the pressure from the train pipe and the auxiliary reservoir and operating to,

move the valve into closed position on set ting the brakes and into open position on releasing the brakes, a tension device for returning the piston to normal position on e ualizing of thepressure on opposite sides 0' the piston when releasing the brakes, and a three-way valve in the triple valve exhaust connection.-

5. An automatic retaining valve for fluid pressure brakes, comprising a casing having connection with the train pipe, the triple valve exhaust and the auxiliary reservoir, a piston movable in the said casing and controlled by the pressures from the train pipe and the auxiliary reservoir, the said piston having a stem provided with spaced collars, a slide valve in the said casing and normally opening the triple valve exhaust to the atmosphere, the said valve being adapted to be engaged alternately b shift the valve into 0 osedand 0 en positions, and a tension device norma ly in inactive position and actuated by one of the said collars on shifting the piston when releasing the brakes.

6. An automatic retaining valve for fluid pressure brakes, comprising a casing having connection with the train pipe, the triple valve exhaust and the auxillary' reservoir, a piston movable in the said casing and controlled by, the pressures from the train pipe and the auxiliary reservoir, the said piston having a stem provided with spaced collars, a slide valve in the said casing and normally the said collars, to

opening the triple valve exhaust to the atmosphere, the said valve being adapted to be engaged alternately by the said collars, to shift the-valve into closed and 0 en positions, and a tension device norma ly in inactive osition and actuated by one of the said co lars on shifting the piston when releasing the brakes, the said tension device returning the piston to normal position on the equalizing of the pressures on opposite sides of the, piston. I

7. An automatic retaining valve for fluid pressure brakes, comprising a casing having connection with the triple valve exhaust, the train pipe and the auxiliary reservoir, a piston movable in the said casing and under the influence of the pressures in the train pipe and the auxiliary reservoir, and a valve adapted to be shifted by the said piston, the piston being connected to the valve to move without shifting the valve, the said valve normally opening the triple valve exhaust to the atmosphere and being closed on setting the brakes, the valve being unaffected on recharging the auxiliary reservoir and being moved to open position on releasing the brakes.

8. An automatic retaining valve for fluid pressure brakes, comprising a casing having connection with the triple valve exhaust, i

the train pipe and the auxiliary reservoir, a piston movable in the said casing and under the influence of the pressures in the train pi e and the auxiliary reservoir, and a valve a aipted to be shifted by the said piston, the sai valve normally opening the triple valve exhaust to the atmosphere and being closed on setting-the brakes, the valve being unaffected on recharging the auxiliary reservoir and being moved to open position on releasing the brakes, and the said piston being normally in an approximately midway position, and being shifted in one direction on setting the brakes, position on recharging voir, the said piston being shifted in the opposite direction on releasing the brakes.

9. An automatic retaining valve for fluid pressurebrakes, comprising a casing havmg connection with the triple valve exhaust, the train pipe and the auxiliary I'GSGIVOII,- a piston movable in the said casing and under the influence of. the pressures in the train pi e and the auxiliary reservoir, a valve a apted to be shifted by the said piston, the

said valve normally opening the triple valve .exhausttto the atmosphere and being closed on setting the brakes, the valve being'unaffected on recharging the auxiliary reservoir and being moved to 0 en position on releasing the brakes, and t e said piston being normally in an approximately midway poslifted in one direction on tion and being s and returned to normal setting the brakes,

and returned to normal the auxlllary reserposition on recharging the auxiliary reservoir, names to this specification in the presence of 10 the said piston belng shifted in the o posite subscribing witnesses.

direction on releasing the brakes, an a tension device for the said piston and rendered active on releasing the brakes and returning CALVIN MARTIN. MIKE BEASLEY.

' the piston to normal position on equalizing Witnesses:

of the pressure on the opposite faces of the i W. R. BOYTE, piston. 4 J. S. JOHNsON,

In testimony whereof we have signed our H. A. WALKER. 

